1.1 该实践提供了数据，以开发简化的载荷谱，可用于执行飞机的结构耐久性分析，特别是小型飞机的机翼。该材料是通过通用航空领域国际专家的公开共识开发的。这些信息是通过关注1、2、3和4级普通类飞机创建的。内容可能更广泛地适用；申请人有责任证明更广泛的适用性作为一种具体的合规手段。 1.2 打算提出该信息作为设计批准合规手段的申请人必须寻求其各自监督机构（例如，适用民航当局或CAA发布的指南）关于其可接受使用和应用的指导。有关监督机构已接受本标准（全部或部分）作为符合其监管要求（以下简称“规则”）的可接受方式的信息，请参阅ASTM委员会F44网页（www。 astm。组织/委员会/F44。htm）。 1.3 以英寸-磅为单位的数值应视为标准值。本标准不包括其他计量单位。 1.4 本标准并非旨在解决与其使用相关的所有安全问题（如有）。本标准的用户有责任在使用前制定适当的安全、健康和环境实践，并确定监管限制的适用性。 1.5 本国际标准是根据世界贸易组织技术性贸易壁垒（TBT）委员会发布的《关于制定国际标准、指南和建议的原则的决定》中确立的国际公认标准化原则制定的。 ====意义和用途====== 4.1 本标准实施规程为确定飞机耐久性评估的疲劳载荷谱提供了一种方法。此信息可与规范一起使用 F3115/F3115M ，第5节，荷载考虑。 4.1.1 本规程的用户可提出替代光谱，但须经其CAA批准。 4.2 该方法适用于小型飞机机翼的耐久性评估。附加计算（如ACE中说明的方法- 100-01），以便在获得适当监管机构批准的情况下，正确制定载荷谱，用于对尾翼和/或带有鸭翼（或前翼）和/或小翼（或尾翼）、机身和潜在其他部件的配置进行疲劳评估。 4.3 本文提供的大部分材料直接取自AC 23-13A。联邦航空局根据DOT/FAA/CT-91/20中数据的统计分析，制定了本文所述的飞行载荷谱。地面荷载谱直接来自AFS- 120-73-2. 4.4 飞行载荷谱，见第节 7. ，包括对平均测量负载频率的调整（1.5标准差）。该调整考虑了个别飞机以及不同飞机类型所经历的载荷谱的可变性。选择调整幅度是为了保持部件达到其安全寿命的概率，而不会出现由散射系数确定的可检测疲劳裂纹（见AC 23第2-15段）- 13A）。

1.1 This practice provides data to develop simplified loading spectra that can be used to perform structural durability analysis for aeroplanes, specifically for wings of small aeroplanes. The material was developed through open consensus of international experts in general aviation. The information was created by focusing on Level 1, 2, 3, and 4 Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of the applicant to substantiate broader applicability as a specific means of compliance. 1.2 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from their respective oversight authority (for example, published guidance from applicable civil aviation authorities, or CAAs) concerning the acceptable use and application thereof. For information on which oversight authorities have accepted this standard (whole or in part) as an acceptable Means of Compliance to their regulatory requirements (hereinafter “the Rules”), refer to the ASTM Committee F44 web page (www.astm.org/COMMITTEE/F44.htm). 1.3 The values stated in inch-pound units are to be regarded as standard. No other units of measurement are included in this standard. 1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ====== 4.1 This standard practice provides one means for determining fatigue load spectra for aeroplane durability assessments. This information can be used in conjunction with Specification F3115/F3115M , Section 5, Load Considerations. 4.1.1 Users of this practice may propose alternate spectra, subject to the approval of their CAA. 4.2 The methods are applicable to the durability evaluation of wings of small aeroplanes. Additional calculation (such as methods noted in ACE-100-01) are needed to properly develop load spectra for fatigue evaluation of empennage and/or configurations with canards (or forward wings) and/or winglets (or tip fins), fuselage, and potentially other components, with approval from appropriate regulatory agency. 4.3 Much of the material presented herein is directly taken from AC 23-13A. The FAA developed the flight load spectra, presented herein, based on a statistical analysis of the data presented in DOT/FAA/CT-91/20. The ground load spectra are directly from AFS-120-73-2. 4.4 The flight load spectra, presented in Section 7 , includes an adjustment (1.5 standard deviations) to the average measured load frequency. The adjustment accounts for the variability in the loading spectra experienced by individual aeroplanes, as well as across aeroplane types. The magnitude of the adjustment was selected to maintain the probability that a component will reach its safe-life without a detectable fatigue crack established by scatter factor (see paragraph 2–15 of AC 23-13A).